А.Шепс Самолеты Первой мировой войны. Страны Антанты

"Ньюпор-24 C1" 1917 г.

   Продолжая совершенствовать удачную машину, фирма "Ньюпор", не имея возможности установить более мощные двигатели типа "Сальмсон" (150 л. с.). из-за их слишком больших размеров, пошла по пути улучшения аэродинамики. Для этого в первую очередь был облагорожен фюзеляж: с помощью уширенных шпангоутов и продольных реек ему была придана овальная форма. Улучшено было и сопряжение капота с фюзеляжем. Незначительно увеличился размах крыла. Вертикальное оперение получило небольшой киль. Двигатель 9-цилиндровый, воздушного охлаждения, звездообразный, ротативный "Рон" (120 л. с.). Вооружение - синхронный пулемет "Виккерс". В остальном машина повторяла истребитель "Ньюпор-17". В связи с введением киля длина самолета была на 0,3 м больше. Кроме того, серийно выпускался и самолет "Ньюпор-25", отличавшийся от "Ньюпор-24" только тем, что имел вертикальное оперение, аналогичное "Ньюпор-17". Встречались варианты с двигателем "Клерже" (130 л. с.), "Рон" (110 и 130 л. с.). Последним самолетом фирмы, построенным по схеме полутораплана с V-образными стойками, стал "Ньюпор-27". Он мало отличался от "Ньюпор-24" внешне, но для обеспечения увеличенного радиуса действия была увеличена емкость топливного бака. Усилено вооружение: стояло два синхронных пулемета.
   Двигатель "Рон" (150 л. с.). Серийно машина выпускалась короткое время. Выпущено 207 машин. Она быстро была заменена более совершенной машиной "Ньюпор-28".

   В 1917 году японская фирма "Токоросава" приобрела лицензию на выпуск "Ньюпор-24", и до 1919 года он строился под маркой Ko.3.
   Кроме Франции и России эти машины закупали британские, бельгийские, итальянские вооруженные силы. После войны "ньюпоры" попали почти во все страны Европы и эксплуатировались до середины 1920-х годов. Именно эти машины составляли основу истребительной авиации Красной армии в годы Гражданской войны.
  
  
ЛЕТНО-ТЕХНИЧЕСКИЕ ХАРАКТЕРИСТИКИ
  
   "Ньюпор"17бис Ньюпор-24 Ньюпор-24-бис Ньюпор-27 С1
   1916г. 1917г. 1917г. 1917г.
   Размах, м 8,16 8,21/7,76 8,16/7,76 8,16/7,8
   Длина, м 5,80 5,87 5,85 5,9
   Высота 2,4 2,4 2,45
   Площадь крыла, кв.м 14,75 14,75 15,0 15,0
   Сухой вес, кг 355 375 375 375
   Взлетный вес, кг 547 573 567 567
   Двигатель: "Рон" "Клерже" "Рон" "Рон"
   мощность, л. с. 120 130 120 120
   Скорость максимальная, км/ч 176 175 171 172
   Скорость подъема на высоту
   2000 м, мин.сек 5,40 5,50
   Дальность полета, км 250 250 375
   Потолок, м 5300 5550 6800 5600
   Экипаж, чел. 1 1 1 1
   Вооружение 1 пулемет 1-2 пулемета 1-2 пулемета 1-2 пулемета

В.Шавров История конструкций самолетов в СССР до 1938 г.

"Ньюпор-XXIV" ( "Ньюпор-24" ) отличался от других "Ньюпоров" наличием небольшого киля. Обшивка фюзеляжа благодаря дополнительным планкам-стрингерам имела форму многогранника. Вооружение - один пулемет "Виккерс", синхронный. Самолет появился в России в 1917 г., в серии не строился, применялся до 1921 г. в десятке импортных экземпляров с двигателем "Рон" в 120 л. с. Был заменен самолетом типа "Ньюпор-XXIV бис".

   "Ньюпор-XXIV бис" ( "Ньюпор-24 бис" ). От самолета типа XXIV отличался только обычным для "Ньюпоров" оперением. Строился серийно на заводе "Дукс" в 1917-1920 rr. и широко применялся в гражданской войне. Есть упоминание об его варианте с крыльями от "Сопвича-разведчика" и с двигателем "Рон" в 80 л. с.

   Есть сведения о самолетах "Ньюпор-25" с "Клерже" в 130 л. с. (было 5 экземпляров) и "Рон" в 80, 110 и 130 л. с. в единичных экземплярах. Их даже называли "Ньюпор-27", но это был тот же "Ньюпор-XXIV бис" с другими двигателями.


Самолет||"Ньюпор-XXIV"/"Ньюпор-XXIV бис"
Год выпуска||1917/1917
Двигатель, марка||"Рон"/"Рон"
   мощность, л.с.||120/120
Длина самолета, м||6,4/6,4
Размах крыла, м||8,16(7,76)/8,16(7,76)
Площадь крыла, м2||15/15
Масса пустого, кг||355/375
Масса топлива+ масла, кг||67/67
Масса полной нагрузки, кг||192/192
Полетная масса, кг||547/567
Удельная нагрузка на крыло, кг/м2||36,5/38
Удельная нагрузка на мощность, кг/лс||4,6/4,7
Весовая отдача,%||35/34
Скорость максимальная у земли, км/ч||171/171
Время набора высоты 1000 м, мин||2,7/2,7
Время набора высоты 2000 м, мин||5,7/5,7
Время набора высоты 3000 м, мин||9,4/9,4
Время набора высоты 4000 м, мин||14,4/14,4
Время набора высоты 5000 м, мин||21,5/21,5
Потолок практический, м||6800/6800
Продолжительность полета, ч.||1,7/1,7

J.Davilla, A.Soltan French Aircraft of the First World War (Flying Machines)

Nieuport 17

<...>
  Nieuport 17s were fitted with a variety of engines. In some a 120-hp Le Rhone 9Jb was used. One was given a 130-hp Clerget 9B engine and an entirely new tail unit. It would serve as the basis for the Nieuport 17bis, which was basically a Nieuport 17 with either a 130-hp Clerget 9B or 9Z engine. However, the fuselage was fully faired from the engine cowling to the fuselage spacer ahead of the tail skid. The engine cowling was narrower than that of the standard Nieuport 17. At least a few of these aircraft saw active service; one was used by Charles Nungesser. The British experience with the Type 17bis shows that its performance was disappointing and it was difficult to fly. Its weight was high, resulting in a fast landing speed and poor maneuverability. The aircraft probably served in small numbers for a brief period of time, with the French escadrilles; it certainly saw only limited service with the RNAS. Although it had marginally better performance than the standard Nieuport 17, the 17bis was clearly inferior to the SPAD 7 that became available in late 1916. It has been reported that the French aces felt their Nieuports were clearly outclassed by contemporary German fighters and demanded that they be given the new SPAD 7 fighters as quickly as possible. Although attempts were made to improve the Nieuport series of fighters, the SPAD 7 and 13 fighters became the main French fighters for 1917 and 1918.
<...>


Variants

   1. A single Nieuport 17bis derivative had a Clerget rotary engine (type unknown). The fuselage was fully faired. The wings were different from those of the standard Nieuport 17 in that the top wing was not swept back. The fin and rudder were constructed of wood rather than steel. It also had a "cone de penetration" as wide as the fuselage.
   2. At least one example of the Nieuport 17bis was fitted with a 150-hp Le Rhone engine. The fuselage was faired and preceded by a huge cone de penetration. The rudder was horn-balanced and the tailplane and rudder were modified from those on the standard 17bis. A single Vickers machine gun was mounted on the upper longeron.


Foreign Service

Poland
  Poland acquired at least five Nieuport 17s. Two (Nos.6176 and 4233) were captured from the Russians on 7 August 1919. No.6176 served at the Lvov front and, later with the 4th Fighter Group, while No.4233 was sent to the 1st Air Division at Mlodeczno. A Nieuport 17bis was captured in August 1920 and sent to the 2nd Squadron of the 2nd Regiment. A Nieuport 17bis was assigned to the 5th Squadron of the 2nd Regiment in 1920. Finally a Nieuport 17 (or possibly a 21) was assigned to the Moktow area in early 1921.

United Kingdom
  The RNAS was the first British service to re-equip with Nieuport 17s. The first three were given serial numbers N 1553, N 1494, and N 1561. Subsequently, the RNAS purchased Nieuport 17bis airplanes which had the 130-hp Clerget 9B and 9Z engines. Most of the Nieuport 17s were built under license by the English Nieuport firm. The Nieuport 17s received serial numbers N 3100-N 3104, N 3184-N 3187, N 3189-N 3197, N 3198-N 3209, and N 5860-N 5909. They were assigned to Nos.6 and 11 Squadrons and the Eastchurch Flight School. Additional Nieuport 17s were later ordered and given serials N 6040-N 6079 and N 6530-N 6579. However, both of these additional orders were subsequently canceled.
  Two flights of Nieuport 17s were sent to Furnes to provide air cover for reconnaissance airplanes. Nieuport 17s proved to be particularly useful at the Dunkerque naval base and over the Somme. No.3 Wing RNAS operated some Nieuport 17bis planes in the Dardanelles campaign. Machines built by the English Nieuport firm were found to be inferior to those manufactured in France.
  On 1 May 1917 there were ten Nieuport 17bis airplanes on strength, assigned serials 3956-3958 and 8745-8751. They were sent to Nos.1 and 4 Wings and some were later transferred to the RFC. The Nieuport 17bis was considered to be difficult to fly and had a higher accident rate than the Sopwith scouts and triplanes. It was primarily for this reason that the Nieuports were withdrawn from RNAS service in mid-1917 and replaced by Sopwith Camels. The RFC obtained its first Nieuport 17s (N 1494, N 1553, and N 1561) from the RNAS. The RFC Nieuport 17s had a single Lewis machine gun on a Foster mount. A 6678 was tested with a fixed Vickers and an overwing Lewis, but the two guns seriously degraded the aircraft's climb and maneuverability and no other Nieuport 17s were so armed.
  The Nieuport 17s were supplied to Nos.1, 11, 29, 40, and 60 Squadrons, and were found to be quite satisfactory and were much sought after. Because of the high attrition in these fighter units, the RFC ordered large numbers of Nieuport 17s from the French. The French were reticent about releasing such large numbers of their best fighters to the British, but they usually relented and supplied the machines. In addition to combat losses, several Nieuport 17s were lost as a result of failure of the lower wings. Modifications to the lower wing spars and their fittings rectified this problem.
  The Nieuport 17s served well into 1917 until finally replaced by Nieuport 24s or S.E.5as. At least two surplus Nieuport 17s were subsequently sent to Nos. 14 and 113 Squadrons in Palestine. These provided fighter escort for reconnaissance aircraft and also were used as high speed scouts.

United States
  The United States purchased 175 Nieuport 17s for use by the A.E.F. The first example was obtained in September 1917. These airplanes were used as fighter trainers. A single sample of a Nieuport 17bis was also obtained for evaluation.


Nieuport 17bis Single-Seat Fighter with 130-hp Clerget 9B
   Span 8.16 m; length 6.00 m; height 2.40 m; wing area 14.75 sq. m
   Loaded weight 573 kg
   Maximum speed 190 km/h at sea level; 175 km/h at 500 m; 172 km/h at 3,048 m; climb to 3,048 m in 9 minutes 20 seconds; climb to 6,096 m in 32 minutes
   Armament: a synchronized Vickers gun; some were fitted with Lewis guns on an overwing mount. Up to 8 Le Prieur rockets could be carried



Nieuport Fighter with 150-hp Hispano-Suiza

  This 1916 design was an all-new aircraft fitted with a 150-hp Hispano-Suiza engine. It had equal span wings with the usual V-shaped interplane struts. The upper wing had a center section with two outer panels (unlike the two-part mainplane of Delage's earlier fighters) and a lower wing of a wider chord. The fuselage was fully faired and much wider than that used on the Nieuport 11/17/24/25 series. There was a neatly-cowled Hispano-Suiza engine with a circular frontal radiator in the nose. The empennage, rudder, and elevators were covered in three-ply wood and fabric and were quite similar to that used on the Nieuport 17bis. It is believed that this type was intended to compete with the SPAD series of fighters; however, it was not developed further and the SPAD 7 was selected for production.



Nieuport 24

  The Nieuport 24 was an attempt by the Nieuport firm to prolong the success of its line of sesquiplane fighters. Compared with the SPAD 7s coming into service in mid-1917, the Nieuport 17 and 23s had less power, inferior maneuverability, and were considered to be more difficult to fly. It was hoped that the more powerful Nieuport 24 would correct these deficiencies.
  The tailplane of the pre-production Nieuport 24 had consisted of spruce spars and interlocking ribs of birch plywood covered with plywood and fabric. However, it is believed that the prototype's tail surfaces had caused problems either during manufacturing or flight testing. While the design of the tail surfaces was being revised a Nieuport 24 was fitted with the tail and balanced rudder of the standard Nieuport 17. The modified airframe was designated the Nieuport 24bis. It was probably hoped that this would serve as an interim type until series production of the definitive Nieuport 24s could begin, and thus prevent the SPAD firm from becoming the sole supplier of fighters to the Aviation Militaire. In a report from the British Aviation Commission dated 11 April 1917 it was stated that the Type 24bis would supersede the Type 17 in production. However, on 10 May another commission report stated the Types 17, 23, and 24bis had been abandoned in favor of the standard Nieuport 24.
  The Nieuport 24bis was externally nearly identical to the Nieuport 17bis. Differences included a 130-hp Le Rhone 9Jb engine and a new airfoil section with a pronounced camber to improve lift. The tail of the 24bis was the same as that used on the Nieuport 17 and was constructed of steel tubing and had the "square comma" form of rudder.
  A Nieuport with serial number N 3760 may have been the next step in the evolution of the Nieuport 24 series. This aircraft featured two inverted V-struts which supported the upper wing and necessitated the placement of the single Vickers machine gun on the port upper longeron. The cockpit was small, with the scalloped cutout closely faired into a more rectangular opening. The most important feature was its all-wood ply-covered tail surfaces, which served to separate the Nieuport 24 series from the Nieuport 17, 17bis, and 24bis. The landing gear was actually more reminiscent of the Nieuport 27, being a twin half-axle and featuring a completely new tail skid. A fairing was placed over the gap between the aileron and mainplane; this was a length of stiffened canvas attached to the rear spar of the wing (see below). It seems that the N 3760 was a unique design and no further production was undertaken.
  The standard Nieuport 24 was to be the only Nieuport fighter in production by May 1917. The main difference between this aircraft and the 24bis was that the former aircraft had tail surfaces similar to those found on the above-mentioned N 3760. The tailplane and elevator had spruce spars and the rudder had a spruce leading edge. Most of the rest of the tail's structure consisted of birch plywood ribs and spars, with plywood covered in fabric. The engine of the Nieuport 24 was a 130-hp Le Rhone 9Jb. The fuselage was fully faired. Both the 24bis and the standard Nieuport 24 had an airfoil section of pronounced camber in the hopes of improving lift. One of the main complaints about the earlier Nieuport fighters had been their poor lateral stability. It was hoped that this could be corrected by the addition of canvas fairing strips over the gap between the ailerons and wing. The Nieuport firm reported that "This alteration has given excellent results as regards ease in handling the machines." However, in service it was found that the strip might spring upward, blanketing the airflow over the aileron and interfering with control of the aircraft. When this band was removed it was found that the sluggish lateral control of the Nieuport 24 improved considerably. Ironically, the relatively quick fix to the Nieuport's stability problems that these canvas strips were intended to provide was, in fact, one of the reasons French pilots complained of the Nieuport 24's poor aileron response, unsatisfactory lateral control, and poor landing and turning characteristics. The wing of the Nieuport 24 employed a revised type of aileron with curved tips to correct problems with aileron weakness. The mainplanes had a skin of plywood over the airfoil's upper surface between the leading edge and the main spar. The spars were constructed of lengths of spruce applied to webs of plywood. The fuselage was fully faired with spruce longerons and formers. The landing gear had a one-piece axle as well as the standard Nieuport tail skid. A Vickers machine gun was mounted slightly starboard of the centerline. The ammunition box was also located to starboard, with the spent ammunition belts being fed into a drum inside the port fuselage fairing.
  The wing attachments, however, were apparently subject to numerous failures. A GQG memo called for pilots flying the Nieuport 24 or 24bis to avoid aerobatics. Furthermore, the wing attachments were to be "minutely" examined after each flight. Another memo, dated 6 September 1917, called for flying wires of increased size to provide greater strength. These were to be fitted to all Nieuport 24, 24bis, and 27 airplanes.


Operational Service

  The Nieuport 24bis entered escadrille service in early 1917. N 84, for example, in March 1917 had predominantly Nieuport 24bis airplanes on strength, along with a few SPAD 7s.
  The standard Nieuport 24 reached operational units in June 1917. During the Nieuport 24's period of service from June 1917 to January 1918 approximately one half of the Nieuport escadrilles were still assigned to the armees while the other half were assigned to the Groupes de Chasse.

Army Cooperation

  The army cooperation escadrilles provided fighter escort for reconnaissance and bomber units, transported spies behind enemy lines, undertook reconnaissance missions, and flew fighter patrols.

Groupes de Combat

  The Groupes de Combat were used to achieve aerial superiority over selected areas of the front and most of the escadrilles assigned to the GC units in the latter half of 1917 flew Nieuport 23s and 24s.
  In June GC 11 had five Nieuport escadrilles - N 12, N 31, N 48, N 57, and N 94 - and was active in the Flanders section; it was later to provide fighter cover for the French army during the Third Battle of Ypres. All five Nieuport escadrilles had some SPAD 7s on strength and often used these for ground attack while the Nieuports flew fighter patrols. By September GC 11 moved to support the 6th Armee during Ihe Malmaison offensive. By early 1918 the Nieuport escadrilles had all re-equipped with SPAD 7s and 13s.
  GC 12 had four Nieuport escadrilles: N 3, N 26, N 73, and N 103. It was assigned to support the 6th Armee. However, before the end of the summer three of the escadrilles (N 3, N 26, and N 73) had re-equipped with SPAD fighters. N 103 continued to use its Nieuport 24s until later in 1917.
  In June 1917 GC 13 consisted of N 15, N 65, N 84, and N 124. It flew fighter patrols for the 6th Armee over the Aisne front and participated in the Battle of Flanders in July 1917. Later in 1917, GC 13 was assigned to the GQG and then the 5th Armee. GC 13's mission was to prevent German airplanes or balloons from obtaining information on French troops. N 65 and N 84 re-equipped with SPAD 7s and 13s in June, while N 15 received SPADs the next month. N 124 continued to use Nieuport 24s until November 1917, when it was divided into two components: the American 103rd Aero Squadron and SPA 124.
  GC 14 was based at Thiers in June 1917 and had four Nieuport escadrilles: N 75, N 80, N 83, and N 86. In June it was assigned the 10th Armee and was based at Souilly on 5 July. By 7 July GC 14 was assigned to the 2nd Armee on the right bank of the river Meuse at Verdun. From 20 August to 29 September GC 14 provided fighter cover for the French army in the Second Offensive of Verdun. By 14 October GC 14 moved to the 6th Armee sector and was based at Vauberon; GC 14's escadrilles participated in the fighting at Malmaison from 23 through 27 October. In November GC 14 supported the British army at Cambrai. N 75, N 80, and N 83 re-equipped with SPAD 7s and 13s by the end of 1917. N 86 was the only unit of GC 14 to continue to fly Nieuports in 1918. By December GC 14 had returned to Vauberon.
  GC 15 had six fighter escadrilles assigned to it in June 1917; two units (SPA 37 and SPA 81) used SPAD 7s, the other four (N 78, N 92, N 93, and N 112; later N 85) flew Nieuport 23s and 24s. GC 15 was based at Vadelaincourt and was assigned to the 2nd Armee, supporting operations over the right bank of the Meuse. From 20 August to 8 September GC 15's main task was to provide fighter escort for reconnaissance and bomber escadrilles during the Second Battle of Verdun. By November N 95 joined GC 15 while N 78 and N 93 re-equipped with SPAD 7s and 13s. By the end of 1917 there were only two units assigned to GC 15 which still flew Nieuports: N 85 and N 112. However, by February both units had received SPAD 7s and 13s.
  The Provisional Groupe de Bonneuil was formed in June 1917 and consisted of N 82, N 153, N 154, and C 46. It was assigned to support the 3rd Armee. On 1 August the Group was disbanded and some of its component units were assigned to the 3rd Armee.
  The stability problems of the Nieuport 24s already referred to, as well as the fact that their performance and armament were inferior to that of the SPAD 7 and 13, ensured that the fighter units of the Aviation Militaire converted almost exclusively to SPAD fighters in late 1917 and throughout 1918.

Foreign Service

Brazil
  Six Nieuport 24s were purchased by Brazil in 1919 and were assigned to the Escola de Aviacao Militar (Military Aviation School) at Campo dos Afonsos. The Nieuports were assigned serials 3042, 3064, 3318, 3889, 4648, and 5149. They were withdrawn from service in 1924.

Bulgaria
  A single Nieuport 24 was captured by the Bulgarians in 1917 and pressed into service.

Estonia
  Estonia acquired several Nieuport 24s and Nieuport 17s from Russia in 1920. They were assigned serial numbers 42 through 46 and 51.

Greece
  Greece purchased approximately 20 Nieuport 24bis fighters and used them, along with some SPAD 7s, to equip 531 Mira (Squadron) in March 1918. The unit was based at Gorgupi. By the end of 1918, 531 Mira had approximately 12 Nieuport 24bis on strength. They were withdrawn from service in 1924.

Japan
  Japan obtained several Nieuport 24s from France in 1917. The army was satisfied with the performance of the aircraft and arranged for the Type 24 to be built under license by the Tokorozawa Branch of the Army Supply Depot and later the Nakajima firm. A total of 102 were built from 1921 through 1923 by Nakajima. The aircraft were designated type Ko 3; those with 120-hp Le Rhone engines entered operational service with fighter squadrons in June 1922. The Japanese Nieuport 24s were used to replace the SPAD 13s still in service. They remained in service until 1926, when they were superseded by Nieuport 29s. There were additional Nieuport 24s built which had 80-hp Le Rhone engines; these were used as fighter trainers.

Latvia
  Latvia acquired Nieuport 24bis fighters when two were sent to the White Russians by the Allies. Both machines were later seized by the Latvians and used to form an indigenous air arm. After the Russians protested, one of the aircraft was returned. The other was flown on 5 August 1919; this was the first sortie for the Latvian Army Aviation Group. On 27 August 1919 it dropped seven bombs on a railway station. Eventually, 11 Nieuport 24/24bis fighters served with the Latvian air force.

Poland
  Poland acquired approximately six Nieuport 24s. No.5424 was captured at Vilnius on 19 April 1919; it had been assigned to the 32nd Bolshevik Artillery. After its capture it was assigned to the Polish 4th Squadron. The remaining five were Nieuport 24bis. No.5086 was delivered by a deserter from the 3rd Bolshevik Squadron. It was subsequently used by the 1st, 6th, and 5th Polish Squadrons. No.4301 was captured on 5 May 1919. It was assigned to the 4th Polish Squadron and later used by the 1st Air Group. Another Nieuport 24bis, serial number unknown, crashed at the airfield of the 14th Polish Squadron. No.9252 was captured in September 1920. It was sent to the 5th Polish Squadron and served until June 1921. Finally, another Nieuport 24bis was obtained by the Polish, but details of its history are not known.

Romania
  Romania is believed to have acquired several Nieuport 24s, probably after the end of the war. Some of these were used by the aerobatic team based at Tecuci in 1925.

Russia
  The Imperial Russian Air Service received 20 examples of the Nieuport 24 in 1917. Shavrov states that the Nieuport 24s were replaced in operational squadrons by the 24bis, which was built under license by the Aktsionernoe Obshchestvo Dux (Dux) firm from 1917 to 1920. They were widely used during the civil war. A few Nieuport 24s were sent to Afghanistan from Russia in 1921/22. A single example of the Nieuport 24 was built with the wings of a Sopwith 1 1/2 Strutter and an 80-hp Le Rhone engine.
  In December 1920 there were 27 Nieuport 24s and 26 of the Nieuport 24bis in service. Production continued at GAZ 1 (the former Dux factory) and a year later there were 79 of both types still in operation. About 140 were built from 1920 to 1923 and most served on the Ukrainian front. By September 1923 there were 125 in operation, dropping to 69 a year later. They were used by the Istrebitel'naya eskadril'naya eskadril'ya in Moscow, the 1st and 2nd otryady of the Istrebitel'naya eskadril'ya at Kiev, the 2nd Otryad of the DVK, the NOA, the 4th, 14th, 18th Aviaotryady, the 4th Otdel'naya istrebitel'naya aviaeskadril'ya at Minsk, the 12th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad at Pervomaisk, the 17th Otdel'nyi razvedivatel'nyi aviatsionnyi otryad at Chita, and the 2nd naval Istrootryad at Odessa.
  The Nieuport 24 and 24bis were relegated to training duties in the early 1920s. In this role they served with the 1st Higher School of Military Pilots at Moscow, the Strel'bom school at Serpukhov, the Military-Technical School, the 1st School of Military Pilots, the Academy of the VVS, and the Training Eskadril'ya at Moscow. The last examples served with the 4th and 5th Otdel'nye istrebitel'nye aviaeskadrilii, and the 1st Legkobombardirovochnaya eskadril'ya until retired in 1926.

United Kingdom
  The RFC received examples of both the Nieuport 24 and 24bis in July 1917. When they arrived it was noted that the French ferry pilots were critical of the type's lateral control. This problem was confirmed by the British pilots and it was decided that the Type 24s would not be used by front-line squadrons; they were instead assigned to the Scout School at No.2 AD. The control difficulties were corrected by removing the troublesome strips covering the ailerons. After this remedy proved successful ,the Nieuport 24s were sent to Nos.1, 29, and 40 Squadrons while the 24bis airplanes were retained by the Scout School. Later, the obsolescent Nieuport 24s were sent to Nos.111 and 113 Squadrons in Palestine.

United States
  The United States purchased 121 Nieuport 24s for use as trainers. Twelve had 80-hp Le Rhone engines and 109 had 120-hp engines. In addition to this order, 140 Nieuport 24bis were obtained. Forty of the Nieuport 24s had 80-hp Le Rhone engines while the remainder had 120-hp Le Rhones. The Nieuport 24bis was used as a fighter trainer, not operationally. Nieuport 24bis airplanes served with the 31st Aero Squadron.

Nieuport 24 Single-Seat Fighter with 130-hp Le Rhone 9Jb
   Span 8.25 m; length 5.870 m; height 2.40 m; wing area 14.75 sq. m
   Empty weight 355 kg; loaded weight 547 kg
   Maximum speed:
at ground level 176 km/h
2,000 m 171 km/h
3,000 m 169 km/h
4,000 m 163 km/h
   Climb:
1,000 m 2 minutes 40 seconds
2,000 m 5 minutes 40 seconds
3,000 m 9 minutes 25 seconds
4,000 m 15 minutes
5,000 m 21 minutes 30 seconds
   Ceiling 6,900 m; range 250 km; endurance 2.25 hours
   Armament: one synchronized 0.303-in Vickers machine gun; some had a 0.303-Lewis gun on the top wing (the RFC had only the overwing Lewis gun)

Nieuport 24bis Single-Seat Fighter with 130-hp Le Rhone 9Jb
   Dimensions same as Nieuport 24
   Maximum speed: at ground level 170 km/h; 170 km/h at 2,000 m; climb to 1,000 m in 2 minutes 40 seconds; climb to 2,000 m in 5 minutes 40 seconds; climb to 3,000 m in 9 minutes 40 seconds; climb to 5,000 m in 21 minutes 40 seconds
   Armament: a synchronized 0.303-in Vickers machine gun; some had a 0.303-Lewis gun on the top wing

Nakajima Ko 3 Single-Seat Fighter with 120-hp Le Rhone
   Span 8.22m; length 5.67 m; height 2.40 m; wing area 15.0 sq. m
   Empty weight 450 kg; loaded weight 630 kg
   Maximum speed: 88 kt
   Armament: one 7.7-mm machine gun
   A total of 101 Ko 3s were built

Nakajima Ko 3 Single-Seat Trainer with 80-hp Le Rhone
   Span 8.22m; length 5.67 m; height 2.40 m; wing area 15.0 sq. m
   Empty weight 415 kg; loaded weight 595 kg
   Maximum speed: 74 kt
   Armament: one 7.7-mm machine gun

Nieuport 24bis Single-Seat Fighter with 120-hp Le Rhone 9Ja Built by Dux